Traffic intersection



July 26, 1960 Filed Oct. 7, 1957 A. o. CEDENO 2,946,267

TRAFFIC INTERSECTION 3 Sheets-Sheet 1 m Aria/*0 O/n ero Cede/7o y 1960 A. o. CEDENO 2,946,267

TRAFFIC INTERSECTION Filed Oct. 7, 1957 s Sheets-Sheet 2 Arfuro O// v/o Cede/70 [/VVE/VTOR 4. M 741% z Z'M ATTORNE V5 July 26, 1960 A. o. CEDENO TRAFFIC INTERSECTION 3 Sheets-Sheet 3 Filed Oct. 7. 1957 Arfz/ro O/m/ero Cede/70 [NVf/VTOR ,6 5/ B 7%7 7 %7\ fl-TTO/P/VEYJ United States Patent 2,946,267 Patented July 26, 1960' TRAFFIC INTERSECTION Arturo Olivero Cedeno, Monterrey, Mexico. Perforadora Latina, Madrid 21, 3rd F., Mexico City 4, Mexico) Filed Oct. 7, 1957, Ser. No. 688,494

4 Claims. (Cl. 94-1) This invention relates to traflic intersections and more particularly to intersections providing for continuous flow trafiic on intersecting streets. Where desired, provision may be made for continuous pedestrian and vehicle flow across intersecting streets.

This invention is an improvement on my copending application for traflic intersection, Serial No. 661,470, filed May 24, 1957.

This invention follows generally the concepts of said copending application but arranges the lanes in such manner that a larger number of purely through lanes may be provided within a given right of way. The intersections of this invention are also less expensive to construct than those illustrated in my copending application.

It is an object of this invention to provide a continuous flow traific intersection of the type shown in said copending application in which a larger number of through lanes may be provided within a given right of way.

Another object is to provide a traflic intersection of the type shown in said copending application in which a larger number of through lanes may be provided within a given right of way and all merging trafiic is eliminated.

Another object is to provide an intersection of the type shown in my copending application in which both left and right turn traffic from each street approaches the intersection in the same lane.

Another object is to provide an intersection as in the preceding object in which provision is made for con-' tinuous pedestrian and vehicle flow in which a pedestrian needs change levels only twice in crossing the intersection.

Another object is to provide an intersection of the type shown in my copending application which is less expensive to construct.

Another object is to provide an intersection of the type shown in my copending application in which all traffic in the intersection is positively divided at all times and there is no merging trafiic.

Another object is to provide an intersection of the type shown in my copending application which is more compact.

Other objects, features and advantages of this invention will be apparent from the drawings, the specification and claims.

In the drawings where there are shown by way of illustration two embodiments of this invention and wherein like reference numerals indicate like parts:

Figure l is a plan view of an intersection in accordance with this invention;

Figure 2 is a plan view of the lower level of the intersection of Figure 1;

Figure 3 is an isometric view of the intersection of Figure l; and

Figure 4 is a plan view of Figure 1 form of intersection modified to provide for parking at the intersection.

Referring first to Figures 1 through 3, the intersection of this invention is provided with a lower level indicated generally at 10 and an upper level indicated generally at 11. These two levels permit continuous vehicle and pedestrian traffic in all directions. It will be noted that the intersection is constructed within the normal confines of a street intersection. Therefore, it is not necessary to utilize property fronting on the streets for the intersection in providing for continuous flow traffic in all directions.

While this invention utilizes the basic concepts of the invention of my copending application, it differs therefrom in providing for through trafiic on one street at one level of the intersection and turn trafiic on the other level of the intersection. Thus, the through trafiic lanes 12 and 13 of the north-south street are provided in the lower level and turns to either the left or right from the north-south street are provided in the upper level. In like manner the through trafiic lanes 14 and 15 of the east-west street utilize the upper level and provision for left and right turns from the east-west street is made in the lower level.

Considering first the east-west street, the through traffic lanes 14 and 15 are preferably spaced apart ap proximately the width of one lane. Each of lanes 14 and 15 provide for two lanes of through traffic and turn traflic neither enters nor leaves these lanes. This eliminates the problem of merging trafiic.

Spaced from the center of the intersection inbound ranch lanes 16 and 17 are provided for handling turn tralfic in either direction. It is preferred that these in bound turn lanes be positioned intermediate the through traflic lanes 14 and 15, and it is for this reason that these through traffic lanes are spaced apart. The inbound trafiic on the east and west street flows in three lanes and at an appropriate distance from the intersection, trafiic wishing to turn left or right moves over to the inside lane and flows smoothly onto the turn lanes 16 and 17.

As noted above, turn traffic is handled at a different level from through trafiic. Thus, turn lane '17 leads to the lower level where provision is made for left and right turns. Immediately before turn lane 17 reaches the through lanes in the lower level, it divides into two oppositely extending outbound lanes 18 and 19. Likewise, lane 16 divides into lanes 21 and 22. Lanes 19 and 22 provide for right turn traflic and emerge fromthe intersection on the curb side of and preferably contiguous with the through lanes 12 and 13'. In fact the through lanes 12 and 13 are widened from two to three lanes by the right turn lanes extending along side .of the through lanes.

The left turn lanes 18 and 21 proceed outwardly from the intersection adjacent the curb and at a point remote from the center of the intersection cross the oncoming traflic lanes at a different level as shown at 23 and 24. Preferably the left turn lanes remain at a low level until they reach approximately the beginning of down ramps 12a and 13a for the through traffic lanes. At this point the outbound left turn traffic passes under the inbound traflic through tunnels 23 and 24. After leaving the tunnels the outbound left turn traflic flows between lanes 12 and 13. In fact the outbound lanes increase in width from three lanes to four lanes at this time and there is no merging of traffic at the intersection.

Traflic in the north-south lane is handled generally in the same manner as in the east-west lane except that the levels over which the trafiic flows are reversed. Through lanes 12 and 13 are handled on the lower level and provide two full lanes of through traflic, as in the case of the east-west through lanes. Thus, four out of the seven lanes of trafi'ic in each street are for through traific.

North-south turn trafiio is preferably handled by branch turn lanes 25 and 26. These lanes are preferably positioned between lanes-1t and 13.- Theselanesare reached from the innermost lanes of traflic proceeding in each directionon the north-south street. The turn lanes'25' and '26 extend to the upper level where they divide and extend at opposite directions to provide for left and right turn trafiic. Turn lane 25 divides into right turn lane 27 and left turn lane 28. Turn lane 26 divides into right turn lane 29 and left turn'lane 31. The traffic divides and changes direction immediately before the turn lanes reach the through lanes 14 and 15 on the upper level.

Right turn lanes 27 and 29 extend contiguous to the through lanes 14 and Hand these through lanes in elfect widen to three lane trafiic at this point.

The left turn lanes 28 and 31 extend on the curb side of the oncoming through traffic lanes 14 and 15 to a point approximating the beginning of turn lanes 16 and 17 on the east-west street. Before reaching these points, the left turn lanes 28 and 31 have been dropping steadily to reach a level at which they may pass under the through traffic lanes 14 and 15 as at tunnels 32 and 33.

Pedestrian trafiic is handled in a very unique manner. It will be recalled that the positioning of the turn lanes intermediate the through trafiic lanes causes the through trafiic lanes to be spaced apart. not proceed to the center of the intersection, there is left a space in both levels between the lanes provided for through trafiic in oppositon directions. Either these spaces may be utilized as a sidewalk for pedestrians by connecting the termini of these spaces with the curbs by ramps which pass over or under the lanes on the northsouth street if the lower level be used, or the lanes on the east-west street if the upper level be used. Preferably the lowerle'vel is used to permit as much natural illumination of the lower level as possible. Thus, in the Figures 1 through 3, an elongated sidewalk is provided at 34 which extends between through traiiic lanes 12 and 13. This sidewalk terminates beyond the point of division'of the turn lanes 25 and 26 but at a point at which these turn lanes are elevated.

Pedestrian ramps 35, 36, 37 and 38 extend from the curbs to the termini of sidewalk 34 and permit continuous flow ofpedestrians in any direction. The ramps 35 through 38 are at a diiferent elevation from several lanes which they cross, as best shown in Figure 3.

It is preferred that the lowerv levelbe slightly below ground and the upper level slightly above ground. With this arrangement it is possible to provide for pedestrian traflic with only the short step section shown at the termini of sidewalk 34. Of course if the height of the upper level is sufiicient, the steps could be dispensed with completely.

Referring to Figure 4, there is shown a slightly modified form of intersection in which provision is made for parking of cars in the intersection. The two intersections are generally similar to each other except that the inbound through trafiic lanes on the north-south street remain at the curb instead of shifting away from the curb as in the Figure 1 embodiment.

'In the north-south street provision is made for parking by shifting the outbound portion of left turn lanes 21a and 18a to a position underneath the sidewalk. This provides room for parking lanes 41 and 42. The left turn lane is run under the sidewalk instead of shifting the through lanes toward the center of the street in view of the sidewalk 34 which occupies the center portion of the lower level.

=With regard to the upper level, the through trafiic lanes 14:: and 15a may be shifted toward each other to provide If the turn lanes do 4 room for parking lanes 43 and 44. I'hese parking lanes are reached by sidewalk sections 45 and 46 respectively.

Other than the differences noted above, the intersection of Figure 4 is substantially identical with the intersections of Figures 1 through 3.

From the above it will be appreciated that the objects of this invention have beenattained. While utilizing only seven lanes of trafiic, there have been provided four lanes of purely through traflic. That is, no turn traffic leaves these four lanes nor does any trafiic from other lanes merge therewith.

While there are several changes in elevation of the vehicle lanes in each street adjacent the intersection, still pedestrian trafiic has been provided'for'with not more than two changes in elevation in crossing the intersection in any direction.

It is also apparent that all trafiic is handled without merging trafiic and, hence, there is no need for delay in proceeding in any direction.

The foregoing disclosure and description of the invention is illustrative and explanatory thereof and various changes may be made within the scope of the appended claims Without departing from the spirit of this invention.

What is claimed is:

{1. A street crossing interchange comprising a first street and a second street crossing at different grade levels with the second street crossing below the first street, each of said'streets being provided with approach and departure lanes for traffic traveling in opposite directions, said first street being provided with branch lanes extending from the left sides of opposite approach'lanes to the lower level, each of said branch lanes branching into left and right turn lanes as each approaches said second street, each of said right turn lanes connected to one set of departure lanes of said second street, each of said left turn lanes extending alongside one approach portion of said second street outboard thereof and crossing said approach portions at diiferent levels at points remote from the crossing of the first and second streets and connecting with one set of departure lanes of said second street, the approach lanes of said second street being provided with branch lanes on the left sides of the approach lanes extending to the upper grade level and branching into a right turn'lane and a left turn lane as they approach said first street, each of said last mentioned right turn lanes connected to one set of the departure lanes of said first street, said last mentioned left turn lanes extending along an outboard of the approach lanes of said first street and crossing said approach lanes of said first street at different levels at a point remote from the crossing of the first and second streets and connected with the departure lanes of the first street.

2. A street crossing interchange comprising a first street and a second street crossing at diiferent grade levels with the second street crossing below the first street, each of said streets being provided with approach and departure lanes for traffic traveling in opposite directions, said'first street being provided with branch lanes extending from the left sides of opposite approach lanes to the lower level, each of said branch lanes branching into left and right turn lanes as each approaches said second street, each of said right turn lanes connected to one set of departure lanes of said second street, each of said left turn lanes extending alongside one approach portion of said second street outboard thereof and crossing said approach portions at different levels at points remote from the crossing of the first and second streets and connecting with one set of departure lanes of said second street, the approach lanes of said second street being provided with branch lanes on the left sides of the approach lanes extending to the upper grade level and branching into a right turn lane and a left turn lane as they approach said first street, each of said last mentioned right turn lanes connected to one set of the departure lanes of said first street, said last mentioned left turn lanes extending along and outboard of the approach lanes of said first street and crossing said approach lanes of said first street at different levels at a point remote from the crossing of the first and second streets and connected with the departure lanes of the first street, a sidewalk below the upper level extending between and substantially parallel to the through lanes in the lower level, said sidewalk terminating beneath the inbound branch lanes from the second street, and ramps extending between the termini of the sidewalk and an upper level along the opposite sides of said second street, said ramps elevated above the lanes in the lower level.

3. A street crossing interchange comprising a first street and a second street crossing at difierent grade levels with the second street crossing below the first street, each of said streets being provided with approach and departure lanes for trafiic traveling in opposite directions, said first street being provided with branch lanes extending from the left sides of opposite approach lanes to the lower level, each of said branch lanes branching into left and right turn lanes as each approaches said second street, each of said right turn lanes connected to one set of departure lanes of said second street, each of said left turn lanes extending alongside one approach portion of said second street outboard thereof and crossing said approach portions at different levels at points remote from the crossing of the first and second streets and connecting with one set of departure lanes of said second street, the approach lanes of said second street being provided with branch lanes on the left sides of the approach lanes extendingto the upper grade level and branching into a right turn lane and a left turn lane as they approach said first street, each of said last mentioned right turn lanes connected to one set of the departure lanes of said first street, said last mentioned left turn lanes extending along and outboard of the approach lanes of said first street and crossing said approach lanes of said first street at different levels at a point remote from the crossing of the first and second streets and connected with the departure lanes of the first street, a sidewalk below the upper level extending in between and substantially parallel to through lanes in the lower level, said sidewalk extending beyond the points of branching of said branch lanes from the second street, and pedestrian ramps extending between the termini of 6 said sidewalk and an upper level along the sides of said second street.

4. A street crossing interchange comprising a first street and a second street crossing at different grade levels with the second street crossing below the first street, each of said streets being provided with approach and departure lanes for traffic traveling in opposite directions, said first street being provided with branch lanes extending from the left sides of opposite approach lanes to the lower level, each of said branch lanes branching into left and right turn lanes as each approaches said second street, each of said right turn lanes connected to one set of departure lanes of said second street, each of said left turn lanes extending alongside one approach portion of said second street outboard thereof and then crossing under said approach portions at points remote from the crossing of the first and second streets and connecting with one set of departure lanes of said second street, the approach lanes of said second street being provided with branch lanes on the left sides of the approach lanes extending to the upper grade level and branching into a right turn lane and a left turn lane as they approach said first street, each of said last mentioned right turn lanes connected to one set of the departure lanes of said first street, said last mentioned left turn lanes extending along and outboard of the approach lanes of said first street and then crossing under said approach lanes of said first street at points remote from the crossing of the first and second streets and connected with the departure lanes of the first street.

References Cited in the file of this patent UNITED STATES PATENTS 1,515,251 Graves Nov. 11, 1924 1,689,161 Skultin Oct. 23, 1928 1,981,361 Jones Nov. 20, 1934 FOREIGN PATENTS 736,887 Germany July 1, 1943 OTHER REFERENCES Civil Engineering, May 1948, page 4-1. A policy on Arterial Highways in Urban Areas, American Assoc. of State Highway Oflicials, 1957, page 474. 

